Flying apparatus.



a am A SJW-v R. D. ANDREWS.

FLYING APPARATUS.

APPLICATION FILED JuLY 7. 1914.

Patented Oct. 9, 1917.

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A vnf-or. Roerf mN EN R. D. ANDREWS.

FLYING APPARATUS.

APPucATroN r|LED1uLY1.1914.

Patented Oct. 9, 1917.

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R. D. ANDREWS.

FLYING APPARATUS.

APPLICATION FILED JuLY 1. 1914.

Patented Oct. 9, 1917.

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Invent@ r.

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R. D. ANDREWS.

FLYING APPARATUS.4

APPLICATION FILED JULY I. 1914.

1,242,412. Patented 001;. 9,1917.

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whle-656 Inventor CSM/" W Roaer. andrea@ ROBERT D. ANDREWS, OF BROOKLINE, MASSACHUSETTS.

FLYING APPARATUS.

Specification of Letters Patent.

Patented Oct. 9, 191'7.

Application filed July 7, 1914. Serial No. 849,544.

To all flo/tom t may concern:

Be it known that I, Bonnr D. ANDREWS, a citizen of the United States, and resident of Brookline, Massachusetts, have invented an Improvement in Flying Apparatus, of which the following description, in connection with the accompanying drawings, is a specification, like characters on the drawings representing like parts.

My invention relates to liying apparatus and more particularly to the form and arrangement of the air-resisting surfaces thereof. Among other objects my invention provides an improvement in flying apparatus in which the supporting surfaces are relatively arranged to render the apparatus susceptible of ready flight and self-righting both during and upon cessation of flight.

The character of the invention may le best understood by reference to the illustrative embodiments thereof shown in the accompanying drawings, wherein Figure l is a plan of an illustrative flying apparatus embodying my invention;

Fig. 2 is a front elevation of Fig. l;

Fig. 3 is a section taken on line 3-3 of Fig. l;

Fig. 4 is a section taken on line 4 4 of Fig. l;

Fig. 5 is a View showing a diagram to be referred to;

Fig. 6 is a view showing another diagram;

Fig. 7 is a view showing still another diagram;

F ig. 8 is a plan of a kite embodying my invention;

Fig. 9 is a side view of Fig. 8;

Fig. 10 is a view of Fig. 8 looking in the direction of the arrow on said figure;

Fig. 11 is a view .showing the device folded and furled; and

Figs. l2, 13, 14 and l5 are diagrammatic views to be referred to in describing the action of the kite in iight.

Heretofore, so far as I am aware, all aeroplanes have been provided with fore I or aft horizontal rudders or elevators inelevators, such as referred to. In one illustrative embodiment of my invention these main supporting planes shown in the drfivings herein comprise upper planes, including two planes, A, A at one side of the machine and two planes, B, B at the opposite side of the machine. The planes A, A are spaced in a fore and aft direction and converge downward toward the supporting air. The planes B, B may be placed with a similar spacing and convergence. It will be observed that the fore. planes A, B, also are spaced laterally from one another, the planes A, B, being similarly spaced. A group of planes such as A, A; B, B may be used alone to form a machine of the monoplane type or, if desired, one or more additional groups of planes may be used, one group being superposed above another to form a multiplane.

In the illustrative apparatus shown herein there are provided lower planes C, C and D, D, which may be similar in form and relation to the upper planes described, thereby forming a machine of the biplane type.

It will be observed that in plan a group of four planes such as A, A; B, B (Fig. fl) presents a base of support upon the air which in its general shape is an oblong having its longer sides perpendicular to the line of liight and its shorter sides parallel to the line of flight. Such a supporting surface provides great stability both in a fore and aft and in a lateral direction. There is an increase in stability over the apparatus having the fore and aft horizontal rudders referred to, which is apparent in a four wheeled vehicle over a tricycle.

The planes may be supported in their relationship in any suitable manner. Herein there is provided a main longitudinal truss frame comprising upper and lower rods or tubes l of metal 0r other suitable material extending the length of the apparatus, said rods being connected by vertical posts 3, the frame being stayed by suitable crossing tie members 5. A number of tubular frames 7 may be connected at intervals along the length of said main frame transversely thereto.

To the upright portions of said transverse frames are secured upper and lower shafts 9 extending parallel to said truss frame and providing pivotal support for the planes referred to. Each plane preferably is fulcrumed substantially at its mean center of pressure on its shaft.

One of the important features of my invention relates to the guidance or control of the vehicle in Hight. This may be effected by varying the convergence of the planes while maintaining the convergence of the latter.

The convergence of all of the planes may be adjusted simultaneously as for change of altitude, or the convergence of the lateral planes, such as A, A and B, B may be adjusted independently for making turns or laterally changing the direction of flight.

The planes may be rocked or turned on their supporting shafts and maintained in their positions of downward convergence in any suitable manner. Herein to adjust the upper and lower planes on one side of the machine simultaneously, vertical connecting rods 10 are attached at their ends to said planes. Preferably centrally on each rod are secured short steering ropes or wires 11, which are led respectively through suitable upper and lower guide sheaves 12 on the transverse frames 7 and thence through guide sheaves 12 on the vertical posts 3. The ends of these short ropes are then connected at 11'a and 11b to upper and lower horizontal runs of a main or common steering means, herein in the form of a rope 13 guided in any suitable manner on the main truss frame referred to and passing around upper and lower sheaves 14 at the end of the apparatus. It will be observed that the end portions of the upper and lower ropes 11 extend in similar directions for short distances parallel to the rope 13 before being secured thereto. A pull on the upper run of the rope 13 in one direction will cause the lower run to move in an opposite direction and since said end portions of the ropes 11 extend in the same direction, one of the ropes 11 will be let 0E while the other is taken up. The ends of said rope 13 may be led inward to the center of the machine to any suitable controlling means: Herein said ends are led over upper and lower guide sheaves 17 occupying openings in the wall of a hollow steering post 15 and are secured to the ends of a sliding sleeve 19 loosely fitted in said steering post and having diametrically opposed lugs 21 projecting through elongated slots 23 in said post. These lugs are carried in an inner annular groove 25 in the hub of a hand wheel 27 threaded to the exterior of said post.

It will be apparent that when the hand wheel is turned the sleeve will slide longitudinally and draw one end of the main rope 13 and let out the other end, thereby sliding` said rope longitudinally of the main truss frame and by virtue of its connection with the short ropes described will vary the convergence of the fore and aft planes on one side of the machine.

The fore and aft planes at the opposite side of the machine similarly may be adjusted by short steering ropes 29 and a main rope 31 having ends connected to a sleeve 33 loosely fitted within the sleeve 19 and having lugs 35 projecting through elongated slots 37 in said outer sleeve 19 and through registering elongated slots 41 in the post. Said lugs are carried in an annular groove 4.3 in the hub of a steering wheel 45 threaded on the exterior of said post.

The planes on one side of the vehicle may be adjusted by turning one hand wheel, whereas those on the opposite side may be adjusted by turning the other hand wheel. Or, if desired, both hand wheels may be turned at the same time to effect simultaneous adjustments of the planes at both sides of the machine.

It will be apparent that by the arrangement of fore and aft planes described the planes at one side of the vehicle may be adjusted differently fro-m those at the opposite side and by varying or adjusting the lengths of the short controlling cords a plane may, for example, be rocked to a greater extent near its tip than at its inner end, thereby flexing the plane and providing for greater downward convergence of planes adjacent their tips than at their inner ends. In fact the planes may be adjusted differentially along their lengths or with respect to each other in any manner desired whether for changing the elevation of the vehicle or for changing its lateral direction, or for manipulation to counteract the effects of irregular or other air currents.

While herein all of the planes are shown adjustable, it will be understood that some of the planes might be secured in fixed relationship of downward convergence while others are adjustable.

While the vehicle may be controlled throughout its movements by the adjustments of the main supporting planes described, in some cases it may be more convenient to secure said planes in positions of downward convergence suitable for average normal conditions, and then guide the vehicle by supplemental rudders. As an illustration of such control, there is shown herein a horizontal rudder 47 fulcrumed between the lateral aft planes, said rudder being used for varying the elevation of the machine. Also, there may be provided a vertical rudder 49 herein beneath said horizontal. rudder, for changing the direction of the machine laterally. These rudders may be controlled by any suitable devices not shown herein.

The machine may be propelled through the air by any suit-able means. Herein this may be effected by propellers 51 fast on HEUNHU l IL10 propeller shafts 53 journaled in bearings in enlargements in vertical frame posts 3, referred to. These shafts may be driven by an engine of any suitable description diagrammatically shown herein at 55 and mounted on horizontal frame members 57, at the center of the machine, said engine transmitting its power to said shafts by suitable sprockets 59 and chains 61, or other suitable means.

To support the machine when on the ground, the frame may be provided with wheels 63 journaled in forks 65 having heads entered in vertical tubes projecting beneath the frame, suitable helical springs (not shown) being interposed between said heads and the bases of said tubes. These tubes may be braced by stay rods 67 eX- tending in a fore and aft direction and connected centrally to the main frame. When on earth the vehicle will present less resistance to the air and will occupy less width upon a publie way if drawn longitudinally. To this end the wheels may be turned at right angles to their positions in flight.

The considerable space between the lateral planes provides ample room for the passengers, engine and steering apparatus.

In explaining the operation of the apparatus it is desirable to realize what occurs when a single plane is used for aerial support. To simplify the discussion, let us consider a single plane of common type which may be diagrammatically represented by the plane a-b (Fig. 5). It may be supposed that this plane a-b is advancing from the right to the left of said figure making the relative air movement an opposite one, that is, from left to right as indicated by the arrows n in said figure. The air may be supposed to be at rest, motionless, and the weight and velocity of the plane to be such that the plane pursues a true and level course. Because the plane a--b is inclined with its point b lower than its point a the air both above and beneath said plane is set in downward motion by the movement of said plane through the air, as indicated by the vertical arrows m-w in Fig. 5, the air beneath the level of b being in compression while the air above b is in tension. After the passage of the plane a-b the upper and lower bodies of air will moet behind said plane and for a moment the air will pursue its downward movement owing to its natural inertia. The downward movement of the air then will cease and an upward motion of the air will take place as indicated by the arrows y-Qy (Fig. 5). The air in its effort to return to its normal state of rest rushes on upward substantially as far above the level of the plane a-b (line 1 1) as it was initially forced by said plane below that level; as a pendulum,

when drawn to one side of its central position of rest and released, will swing a substantially equal distance to the opposite side of said central position. If there be nothing in the path of the wave to prevent or interrupt this oscillatory movement of the air, it will continue with a gradual diminution of amplitude until the energy of said wave is completely transformed. If the elastic energy of reaction wrought in the air by the plane a-Z) be equal to the energy of the action of the air in supporting the plane a-), it is clear that said energy of reaction would be suiicient to support a second plane similar to the plane a-b. Hitherto, so far as I am aware, no aeroplane has been contructed capable of utilizing this energy.

By my invention this energy is utilized by a second plane such as c-d (Fig. 6), spaced from the plane @-5 sufficiently to take advantage of the force of the upward current of air indicated by the arrows y-g/ in Fig. 5. In order that the second plane may utilize this upward force to the greatest extent it should be inclined downward with respect to a-b so that the upward current of air may strike the under side of c-d and leave said plane at d after having imparted its energy thereto.

The second plane in utilizing the energy generated in the aiil by the lirst plane tends to restore the air to its normal state of rest as indicated by the straight lines at the right of Fig. 6. By a second plane positioned as described with respect to the first plane the energy of the current of air hitherto eX- pended in carrying the wave above the line 1-1 (Fig. 5), is utilized to suport and drive the plane c-rl (Figs. 6 and 7 through the air.

A plane like c--cZ riding on the slope of a rising air current or wave such as initiated by the plane a-b would by gravity tend to slide forwardly downward; and since the plane c-cl is connected to the plane a-b, the former contributes to the driving of the latter through the air. The energy generated in the air by the first plane is returned to it by virtue of its connection with the second plane. As a result an economy of propulsive power is obtained.

In brief, the economy in power had by my invention is effected by generating molecular energy in the air by the molar motion of t-he plane a-) therein and utilizing the molecular energy thus generated to effect molar motion of the plane and.

The form and relation of the fore and aft planes whereby this economy of power is maintained, in addition to the above advantage, provides aerial automatic stability. This is due to the maintenance of the downward convergence of the fore and aft planes toward the supporting air.

One of the most striking features in an apparatus in which this downward convergence is maintained is that when the apparatus is passing through the air either as a glider or under the action of a propulsive means carried by said apparatus, a lifting angle of the fore plane is automatically maintained. The fore plane is automatically tilted upwardly or downwardly according as the air acts with greater force on the upper or under surface of the aft plane. The fore plane by this action is automatically tilted up into a position to receive the most eflicient supporting eEect of the air thereon.

When the apparatus points increasingly downward below the horizontal, the vertical support offered by the aft plane c-d lessens more rapidly than that of the fore plane a-b, and conversely, when the apparatus points increasingly upward above the horizontal, the vertical support offered by the fore plane a-b lessens more rapidly than that of the aft plane c-cl, so that in both cases the downward pull of gravity tends to restore the apparatus to a mean position whose horizontality is proportionate to the approach of the center of gravity of the apparatus to its center of support. The downward convergence of the planes and the space between them is specifically determined by the dynamic relation of the air to said planes during` flight under given conditions, to the end that the air wave depressed by a downwardly and rearwardly inclining fore plane is caused by its initial rise to contribute eflicient support to a downwardly and forwardly inclining aft plane and providing free gliding flight and self-righting capacity combined.

More specifically, the space or opening intervening between the two planes occurs substantially at that point in the air wave where the air set in downward motion by the fore plane comes to a stop in its vertical movement and thereafter begins to rise. At the moment of its cessation of downward vertical movement the energy of the airs reaction is purely potential and the spacing apart of the planes permits this potential energy a free opportunity to assume a kinetic form so that the air acquires an upward momentum or mass movement before reaching the aft planes in its course. Air strikes upon this aft plane as a wind blowing upward and in this respect differs from the air meeting the fore plane, which has no vertical component. Upon this rising air the aft planes may glide horizontally without the aid of other propulsive force than that supplied by gravity, as a bird soars upon a rising wind without beating its wings.

There is a downward convergence of the planes on any vertical section passed diagonally through the apparatus. The lateral extent of the apparatus from tip to tip is much greater than its length in a fore and aft direction, therefore, some diagonal sections would not be far from a line perpendicular to the direction of flight. As a result air currents striking the apparatus obliquely to the line of flight will act on the lateral converging planes and produce a lateral self-righting tendency.

Having described how the economy of power and automatic stability are obtained, l will now describe how the speed and direction of flight of the vehicle are controlled. rlhe start from earth into the air having been made, the control of the machine in the air may be effected by modifying the angles of convergence of the fore and aft planes. If the fore and aft planes are set at a slight angle of downward convergence a high rate of speed is possible and when said planes are set at a greater angle the speed is lessened. rlhe varying of the angles of convergence also may be used to vary the elevation of the vehicle.

To make turns or change the direction of the vehicle laterally the fore and aft planes at one side thereof, such as A, A (Fig. l) may be converged to a greater extent than the planes such as B, B at the other side. As a result the side of the apparatus represented by B, B will travel faster than the side represented by A, A and the apparatus will change its direction, the change being in proportion to the difference in angle at the sides of the apparatus, or, in other words, will be proportionate to the dierential adl-justment of the converged fore and aft planes along the length of said planes.

When it is desired to arrest the vehicle the convergence of the fore and aft planes may be increased to offer sufficient resistance to bring the vehicle gently to the earth.

Where an aeroplane is driven by a propeller or propellers located centrally of the machine, the air is drawn or forced through the vehicle with greatest velocity centrally thereof, the air velocity diminishing toward the tips of the planes. To obtain the greatest eiiciency of flight and most uniform distribution of the force of the air on the planes, the latter may be adjusted to have less downward convergence adjacent their central portions than at their lateral portions. This characteristic may be maintained throughout the manipulation of the planes in controlling the machine in flight.

By my invention so long as the planes have a proper downward convergence toward the supporting air not only is forward or backward diving impossible but, also, if the machine as a whole were placed up-side-down in the air it would automatically instantly tend to return to its normal upright position without any assistance on the part of the' operator. 1n addition to the great advantage had by automatic stability the construction and arrangement of the vehicle whereby the automatic stability is attained also provides for a great economy in the propulsive power necessary to drive the vehicle through the air. The elimination of supplemental elevators and rudders permitted by the adjustments of the convergence of the fore and aft planes for guidance and control simplifies the construction and operation of the apparatus. The entire manipulation of the planes may be effected without losing their characteristic of downward convergence.

The invention also is shown herein as embodied ina kite comprising a surface or surfaces of air resisting sheet material 69 of silk or other suitable material having the general form of the frustum of a pyramid. The term pyramid is here used in its generic sense and includes not only a frustoconical form but also all irregular as well as regular frusto-pyramidal forms.

The outline of the air resisting sheet of the kite herein shown forms two right triangles having a common hypotenuse. For a purpose hereinafter described this sheet is provided with a central hole or opening 71, the outline of which may be parallel to the outline of the sheet.

I will now describe one form of frame which may be conveniently used to bring or maintain said air resisting surfaces in the frust-o-pyramidal form referred to. This frame includes a main longitudinal rib 73 secured medially to the kite surface. The kite surfaces or wings 75 lying on the opposite sides of said rib may be spread outwardly from the main rib by a transverse rib 77 crossing the latter at a point at a distance from its upper end herein equal to about a quarter of the length of said main rib. This transverse rib may be removably connected to the tips of the wings 75 by suitable fastenings such as rings 79 on said wing tips adapted to receive reduced ends of said rib. To contribute to the frustopyramidal form of the kite said wings are sloped upwardly (Fig. 10) from the central opening 71 referred to by the forcing apart or separation of said transverse rib from said main rib, herein by a short strut 81 hinged to the main rib and removably connected to said transverse rib 77 by a suitable fastening such as a ring 83 (Fig. 9) on said rib adapted to receive a reduced end of said strut. In thus separating the main and transverse ribs not only are the wings sloped upwardly but they are free to assume a natural curve when pressed by the wind or at other times without touching the transverse bar 77.

To further contribute to the frusto-pyramidal form of the kite surface, the surface portions above and below the opening 71, which may be designated fore and aft surfaces respectively, as well as the wings or lateral portions of said fore and aft surfaces should slope toward the central opening. To this end these fore and aft surfaces are herein sloned by the bending or arching of the main rib (Fig. 9) by the interposition of the strut 81 between the main and transverse ribs.

When the sheet is fastened to a frame consisting of the members described, the lateral wings would be drawn smoothly up at the opposite sides of the main rib with the lateral corners of the opening 71 receding from said main rib, but to give the air resisting sheet a more decided hopper or frustopyramidal form, these lateral corners preferably are not permitted to lie upward from said rib but are brought downward by connecting said lateral corners with the usual kite string by bridle cords (not shown) or as herein shown by a transverse spreader rib 85, herein resting loosely against the front of said main rib and removably supported by and attached to the opposite lateral edges of the sheet adjacent said opening by fastenings or rings 87 thereon adapted to receive reduced ends of said spreader rib.

It will be observed that in thus bringing forward the lateral corners adjacent the central opening all of the corners of the latter are brought into or maintained substantially in the same plane.

When the sheet is thus attached to its supporting frame its surface slopes variously upwardly and outwardly from the boundaries of the central opening to its outer edges thereby presenting a nose to the wind which deflects the air as more fully hereinafter described.

The kite string may be conveniently attached to a bridle 89 (Fig. 9) secured to the upper end of said main rib and at a point adjacent the middle thereof.

For ease in carrying and to occupy little space when not in use, the kite may be readily folded by removing the spreader rib, unfastening the strut from the transverse rib, and removing the wing tip rings from the reduced ends of said transverse rib. The main rib is then grasped centrally and held horizontally, whereupon the lateral winO surfaces will droop down side by side. The hinged strut may then be folded back against the main rib and the transverse rib and spreader are placed parallel to the main rib and the bundle of ribs thus formed rolled until the sheet is entirely furled. Unwrapping of the package thus formed is prevented by an elastic band or tying cord.

Having presented the construction of the illustrative device I will now describe its apparent action in flight, referring more particularly to the diagrammatic views 12, 13, 14 and 15. Referring to Fig. 12 it may be supposed that a plane such as A-B represents the fore surface of the kite and that said plane is placed at an angle to the direction of movement of the air relative to it and we may consider that this relative movement of the air is occasioned by the action of the wind blowing in the direction of the arrow W. This plane being inclined to the direction of the wind causes a displacement of the air passing both below and above it, the air striking its under surface being deflected downward, thereby initiating an air wave whose course is indicated in a general way by the curved dotted line .frx shown in said ligure. At the same time the air passing directly above the plane will be drawn downward by the formation of a partial vacuum above the plane and will tend to move in a line paralleling the dotted wave line.

Now referring to Fig. 13 it may be supposed that C-D represents the after kite surface and that the planes A-B and C-D are maintained permanently in oblique relation to each other with a space or opening therebetween. The plane C-D will receive on its under surface the upward impulse of the air wave created by the plane A-B and upon its upper surface the parallel impulse of the air wave initiated above A-B.

If the planes A-B, C-D momentarily assume a position relative to the wind, such as is shown in Fig. 14, it is obvious that the air will pass by A--B without interference and will strike C-D upon its upper surface and thereby depress the latter and relatively force A-B upward into the position shown in Fig. 13. Should the planes A-B, C-D momentarily assume the position shown in Fig. 15 the upward pressure under the surface of C-D effected by the upward movement of the air wave created by the inclined plane A-B, will exceed that of the pressure upon the upper surface of C-D and will tend to lift D into the position shown in Fig. 13; for as the angle of 45 A -B relative to the wind increases, the

amount of deflected air increases and its upward force beneath C-D is correspondingly greater.

From the above statement it is clear that 50 A-B, C-D as a whole, automatically returns to and must maintain a position varying little at any time from that shown in Fig. 13.

The fore and aft planes as described give the kite an automatic equilibrium longitudinally or in the direction of the wind.

When to the fore and aft planes such as above shown and described, are conjoined lateral planes, arranged in a similar relation of downward convergence toward said opening said lateral planes similarly give to the kite an automatic equilibrium transverse to the direction of the wind.

These fore and aft planes and the lateral portions thereof which may be referred to as lateral planes, in sloping toward a central opening, produce a form which in its essential features is that of a shallow hopper or frustum of an inverted hollow pyramid or cone.

It is not essential in the assembling of these elements that the lateral planes be placed at the same level with the fore and aft planes for they may be above or below that level and equally well perform their intended service. Nor is it essential to my invention that the above mentioned surfaces be limited to four or any other given number or that the outlines of the surfaces be parallel to or at right angles to the longitudinal aXis of the apparatus.

It will be understood that my invention is applicable to any type of aerial device, whether the relative movement of air with respect to the surfaces be obtained by the action of the wind against a kite or by driving the device through the air as by means carried thereby. The pull of the kite string, or in case of a free and unattached apparatus, the pull of gravity is of course an important element in the matter of stability and is assumed as correctly placed in relation to the supporting surfaces.

Obviously it is very important for stability in Hight that surface portions such as described be maintained in downward convergence, this being effected herein by the arrangement of the frame in coperation with the surfaces.

Heretofore, so far as I am aware, the stability and equilibrium of `aeroplanes have been maintained only by the alertness and ability of the operative to meet every varying condition by the working of auxiliary rudders or other means, whereas by my invention the arrangement of planes is such that stability and equilibrium are obtained automatically by the structure itself.

By my invention is provided an apparatus comprising an arrangement of planes, which will automatically adapt itself to any vagary or irregularity in the wind and when the wind dies down or its propelling power ceases, will not plunge to the earth to its destruction but will automatically maintain its equilibrium and float with stability gradually downward.

By my invention also, so far as I am aware, I am the first to recognize the value of the lifting force of the air wave caused by the displacement of an initial plane and to employ a secondary plane at a slope relative to the initial plane for the purpose of utilizing this force.

What I claim as new and desire to secure by Letters Patent is:

1. In a flying apparatus, the combination of Hight promoting, righting, main supportlll@ 244. AhHUNAU l IUS ing surfaces having portions fore and aft of a substantial space between tbem and converging downward toward said space in a fore and aft direction with a maximum convergence toward the horizontal less than a perpendicular to that horizontal, and means for maintaining said portions in and against departure from relations of such downward convergence, said main supporting aft surface being opposite said main supporting fore surface in a fore and aft direction to receive in flight the elastic rection of the air produced by said fore surace.

2. A flying apparatus comprising, in combination, flight promoting, righting, main supporting surfaces with portions fore and aft of a substantial space between them and converging downward toward said space in a fore and aft direction; and means for constantly maintaining said portions in and against departure from relations of such downward convergence and having provision for varying such convergence to control the flight of the apparatus.

3. A flying apparatus comprising, in combination, flight promoting, righting, main supporting surfaces with portions fore and aft of a substantial space between them and converging downward toward said space in a fore and aft direction; and means for constantly maintaining said portions in andI against departure from relations of such downward convergence and having provision for varying the fore and aft convergence on laterally opposite sides of the apparatus independently from one another.

4. A flying apparatus comprising, in combination, iiight promoting, righting, main supporting surfaces with portions fore and aft of a substantial space between them and converging downward toward said space in a fore and aft direction; means for maintaining said portions in and against departure from relations of such downward convergence and having provision for varying such convergence to control the flight of the apparatus; and rudder means for contributing to the control of the apparatus.

5. A flying apparatus comprising, in combination, flight promoting, righting, main supporting surfaces with portions fore and aft of a substantial space between them and converging downward toward said space in a fore and aft direction; and means for maintaining said portions in and against departure from relations of such downward convergence and having provision for converging the surfaces from one side of the apparatus differently from the converging of the surfaces at the opposite side of the apparatus.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

ROBERT D. ANDREWS.

Witnesses:

HENRY T. WILLIAMS, ROBERT H. KAMMLER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I). C. 

